Tata says the Indigo cannot be
referred to as a station wagon because itís much smaller
than a conventional wagon. We would argue this point, as it
looks remarkably like a wagon version of a Fiat Siena.

Itís the lowest-priced wagon on the market, and has a
mixture of striking design features and shoddy workmanship,
particularly in paint finishes. But as an overall package, itís
not unattractive for the non-discerning buyer.

Small capacity engines in the sub 1,5 litre range are normally
noted for an ability to rev smoothly up the rev-range.

Unfortunately the Tata engine doesnít have too much going
for it in the charisma stakes.

It produces its power peak at a lowly 5500 rpm, but it doesnít
sing sweetly in the manner of a small Fiat engine, for
instance.

Its
rated torque of 115 Newton metres is acceptable for a 1,4
litre, and on paper itís superior to the claimed figure of
an Opel Corsa Lite, for instance.

In practice, though, the Tata engine is not in the same
league as the established players in the market.

A glance at the station wagon sections in any price list
reveals that the Indigo SW is some R20 000 cheaper than its
nearest opposition. The question is, what sort of technology
are you getting for around the R100 000 mark?

You ARE getting a bang for your buck in terms of size and
features, particularly in this GLX version.

Evaluating the Tata is an interesting exercise. The sedan
versions of the Indigo are amongst the twenty lowest priced
vehicles in our market. But if itís a wagon you need, the
Indigo jumps right out at you. Itís R20 000 cheaper than
the van-based Citroen Berlingo, but some R50 000 cheaper
than the similarly configured Peugeot 206 SW.

On a price-for-price basis, the Tata looks good. But itís
in the fields of design and engineering that we feel the
Indigo lags behind.

Dynamically this car is stuck in the late 1980s or early
1990s.

The GLX model gets ABS braking and dual airbags, and if youíre
going to buy a Tata SW, then the additional R13 000 for the
GLX is money well spent, for these critical safety features.

You also get seat belt pre-tensioners and load limiters to
go with the airbags.

But in terms of overall integration, engine performance,
feedback through the steering wheel, gearshift accuracy and
even seating comfort, the Tata needs work.

A quick drive around the block in a Golf 1-based Chico, a
Toyota Tazz based on 1988 design, or a Corsa Lite, will tell
you so much more about intrinsic design integrity.

On the other hand, if dynamics arenít important to you,
then the Tata makes sense as an affordable new car with the
attendant benefits of warranties, servicing and maintenance.

An effort has been made to elevate the car to international
levels, but even some of the luxury features such as the
buttons for the electric windows, seem to have been added as
an afterthought.

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